Johnson ZODIAC CH 601 HDS accident near West Jordan, Utah, March 24, 2000
On March 24, 2000 at about 6:32 pm local time, a Johnson ZODIAC CH 601 HDS, an amateur-built aircraft,, registered N984J, was destroyed in an accident near West Jordan, Utah (Salt Lake City Muni 2 airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Total failure of an oil line fitting, resulting in oil exhaustion and subsequent engine seizure. Factors were the poor fitting installation by the pilot, and unsuitable terrain on which to make a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 24, 2000 · about 6:32 pm local time
- Place
- West Jordan, Utah · Salt Lake City Muni 2 · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Johnson ZODIAC CH 601 HDS ZODIAC CH, amateur-built
- Registration
- N984J · no longer on the register · serial 63848
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
For the second flight of the homebuilt airplane, the pilot/builder took off and remained in the traffic pattern. While on the downwind leg and approaching the base leg turn, the engine began 'misfiring and/or running very rough.' Smoke filled the cabin, and the engine seized shortly thereafter. During the forced landing, the airplane clipped a high stack of PVC pipes and impacted the ground inverted. Postaccident investigation disclosed the pilot had removed the engine oil pressure sending unit from the engine oil pressure port, located on the right side of the engine-driven oil pump housing. He then installed a common automotive brass T-fitting, to which he attached both the oil pressure sending unit and a Hobbs hour meter fluid pressure-activated switch. The T-fitting failed in the pipe thread, flush with the pump housing exterior surface. The arm of the 'sending unit assembly' was about 4.5 inches long, with an estimated weight of about 7 ounces. The path of the engine cooling air directed the leaking oil to the cabin air heat muff, where it was burned by the muffler prior to entering the cabin, accounting for the smoke in the cabin.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 162 hours in all; 2 in this make and model; 3 in the last 90 days; 1 in the last 30 days; 162 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6 hours
- Last inspection: annual inspection; 6 hours since
- Maximum gross weight: 1,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 912 UL (piston); 0 hours total
The flight
- Departed from: U42 UT at 6:32 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: scat at 25,000 ft
- Temperature: 48°F (9°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 6:56 pm from SLC, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.